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zetec turbo 1.8 conversion


SLEEMAN

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hey guys seeing i cannot get through to stu one way or another looks like i have to spill the beans and ask for help on my turbo conversion

 

its going to happen on my escort 1.8 115ps, i know its not THE best engine to do a turbo conversion on, but to be honest i'm not looking for huuuuge horsepower just plenty to make me and anyone else smile so around 180-200bhp.

 

so as from earlier threads, i have seen a few conversion guides already and seems pretty simple but i want to confirm the ideas with any of you and to those that have done the conversion.

 

i'm getting a t3 cosworth turbo with a group a actuator, and its been rebuilt using all new seals etc. so first question is this a good turbo to use or should i sell that on and get a smaller turbo like a t25 or t28??

 

exhaust manifold i am using a proper one not bolting the escort rs turbo manifold on mine just wanted a simple bolt on manifold

 

right the things that are getting me right now are:

 

the decomp plate and headgaskets

injectors and fuel rail

inlet manifold

and management

 

decomp plate i know i can get laser cut somewhere but i want to know which material is best to go for, steel or alloy or any thing else??

 

also headgaskets, i keep hearing the best ones are the focus multi layer steel ones? or could the normal escort headgaskets do?? or would that lower the compression ratio too much due to the thickness of the normal escort gaskets?

 

inejctors and fuel rail and inlet manifold, i got a few ideas rolling around in my head, would it be best to use the standard inlet manifold, if so what do i have to do to modify the fuel rail or is there a straight setup that i can use? i've seen ford focus rs fuel rail and injectors, will they be an ideal plug in application into my standard inlet? or i was looking to use a rover turbo inlet, apart from the adaptor plate and get the throttle body neck to be cut and rewelded, what fuel rail and injectors could i use in that for my turbo setup??

 

and management wise ideally i would like to use megasquirt and get it mapped, then again with the cosworth management i would have to modify the flywheel etc to adapt the sensors etc what would be best to go for on management wise for a basic turbo setup??

 

exhaust wise i'll be upgrading to an 2.5 inch diameter system throughout and use a bolt on cat for mot purposes etc

 

tell me where i could be going wrong and don't tell me to change the engine as i already had a 2.0 and it died on me after 6 months so not going back to that route and stress again!!

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so as from earlier threads, i have seen a few conversion guides already and seems pretty simple

Do not be fooled.

 

 

Inlet manifold, i don't understand why people put rover turbo ones on it when you can use the alloy 1.8 one, i'd use that one tbh. However, if you're on Facebook, search "Spencer Ashley Engineering" they do a Zetec Turbo inlet and make fuel rails to suit.

 

Injectors, i know Stu was selling a set of side injectors to go straight into the standard fuel rail.

 

Head gasket, Steel, wouldn't even contemplate anything else.

 

Good quality aluminium is ample.

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well i'll be spending my time on it as i'm doing alot more than the turbo conversion, adding a cosworth wide arch kit etc so full on project lol and i'm doing the conversion as my headgasket has gone on the escort anyways so i will have to take off the head for a good reason

 

i don't have the alloy inlet and never will i don't like it lol

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Also, lowering the compression ratio a bit too far isn't a bad thing, just means you can run more boost!

 

true but want it to be a more reliable power than have more power

 

and thanks for the hint about the fuel rail etc.

 

and would love it if stu could have some of those injectors again at that price i would instantly have them!!

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well i'll be spending my time on it as i'm doing alot more than the turbo conversion, adding a cosworth wide arch kit etc so full on project lol and i'm doing the conversion as my headgasket has gone on the escort anyways so i will have to take off the head for a good reason

 

i don't have the alloy inlet and never will i don't like it lol

Well, if it were me, i'd have the whole engine out. It needs an oil drain plug drilled into the block, i'd certainly want a baffled sump. Also some new mains and big end shells or even performance ones (if they're necessary) as boosting an engine puts a hell of a strain on them as it tries to squash the shells and if it succeeds, you've got damaged rods and possibly crank aswell.

 

Fair enough.

 

Also, lowering the compression ratio a bit too far isn't a bad thing, just means you can run more boost!

 

true but want it to be a more reliable power than have more power

 

and thanks for the hint about the fuel rail etc.

 

and would love it if stu could have some of those injectors again at that price i would instantly have them!!

It wouldn't necessarily give you more power, you're just equaling it out, for instance say you could run 15psi of boost at 7.5:1 compression ratio and you got 200BHP, if you upped it to 8:1 compression ratio (i'd say would be enough on pump super unleaded) you could run 10psi and get 200bhp (i'm not saying this is for a Zetec engine)

 

Not a problem.

 

Oh have they gone then?

 

Sorry missed this bit, T3 will work, it's just not necessary. A small turbo will spool up faster and give you the boost almost instantly, a T3 may be a bit laggy.

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i was gonna ask about that as with the current turbo manifold i have in mind it still has enough room to allow me to keep the current oil breather is it necessary that i need another one?? and i know about the turbo oil pipes, so where does the oil feed come from and i know about the oil return simply a return bit in the sump pan, i was gonna get that off so i could change the con rod bolts to arp ones. i would like to upgrade the shells but again thinking of the budget matey trying to keep costs as low as possible and only spending out on what i really need.

 

and i won't be driving it like mad, i will probably give it the odd kick here and there but i'm sensible when it comes to my right foot, and won't exceed 5000rpm

 

well i'm getting the turbo for a good price, so if it works with the engine then no problem i will bolt it on, don't mind it being a bit laggy, i got told that the roller bearing turbos spool up quicker in the same size, my mates 200sx bought a roller bearing turbo for his and he says its running less lag than before! but would it be safer to go with a t25 than go all in with a T3? or should i go in between with a t28??

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its going to happen on my escort 1.8 115ps, i know its not THE best engine to do a turbo conversion on, but to be honest i'm not looking for huuuuge horsepower just plenty to make me and anyone else smile so around 180-200bhp.

Why isn't it the best engine? In some ways the 1.8 is the best engine. The only relevant difference between the 115 and 130 ps engine is the under-piston oil squirters, which you will want anyway for a turbo application.

 

so as from earlier threads, i have seen a few conversion guides already and seems pretty simple but i want to confirm the ideas with any of you and to those that have done the conversion.

It's not simple, it's a headache, especially if you don't know what you're doing. None of the guides and advice you'll get on the internet will cover every last detail.

 

i'm getting a t3 cosworth turbo with a group a actuator, and its been rebuilt using all new seals etc. so first question is this a good turbo to use or should i sell that on and get a smaller turbo like a t25 or t28??

T3 should be fine for 200bhp. Depends on the actual spec. I'd avoid a 4x4 compressor. I'd also avoid using some dodgy 'group a' actuator, get a proper Garrett -31 instead.

 

exhaust manifold i am using a proper one not bolting the escort rs turbo manifold on mine just wanted a simple bolt on manifold

Are you asking for advice on manifold here? I am only aware of a single cast iron T3 manifold with a zetec flange, and that is sold in the UK by 'boost performance' or something. Crap design though, but fine for 200bhp. Very heavy. Alternatively there are bling bling tubular manifolds, from companies like OBX in America, expensive and potentially will crack. The alternative is custom made. If you decide to go for a T25/28 frame turbocharger, then there is the Focus RS manifold and the ford motorsport version which Collins used to sell, but it's megabux, but flows a lot better. Not necessary for 200bhp though.

 

decomp plate i know i can get laser cut somewhere but i want to know which material is best to go for, steel or alloy or any thing else??

The package I used for my GTI turbo was a 0.5mm stainless steel shim with two multilayer steel head gaskets. You can choose between the Focus RS and ST170 gaskets, the latter being slightly thicker so more appropriate.

 

inejctors and fuel rail and inlet manifold, i got a few ideas rolling around in my head, would it be best to use the standard inlet manifold, if so what do i have to do to modify the fuel rail or is there a straight setup that i can use? i've seen ford focus rs fuel rail and injectors, will they be an ideal plug in application into my standard inlet? or i was looking to use a rover turbo inlet, apart from the adaptor plate and get the throttle body neck to be cut and rewelded, what fuel rail and injectors could i use in that for my turbo setup??

I'd fit a standard Focus 1.8 inlet manifold. It enables you to use end-fed injectors which are cheap and easy to come by. The side-fed route is not as simple as just changing the injectors, as the fuel rail/manifold is not designed for forced induction and will leak around the seals. You have to modify the rail to use additional seals or o-rings. Bit of a pain. No need to use a rover manifold, and the adapter plates are crappy.

 

and management wise ideally i would like to use megasquirt and get it mapped, then again with the cosworth management i would have to modify the flywheel etc to adapt the sensors etc what would be best to go for on management wise for a basic turbo setup??

Megasquirt will be fine. Cosworth management is 20+ years old now.

 

exhaust wise i'll be upgrading to an 2.5 inch diameter system throughout and use a bolt on cat for mot purposes etc

Make sure whoever maps it knows it will have a cat fitted sometimes, otherwise the cat could have a very short lifespan!

 

tell me where i could be going wrong and don't tell me to change the engine as i already had a 2.0 and it died on me after 6 months so not going back to that route and stress again!!

A turbo conversion will be considerably more stressful than a 2L conversion!

 

 

 

 

All of the above is the super cheap pikey conversion.. if you want a long term reliable package i'd consider spending a bit more money and getting the engine built properly!.. You didn't mention uprating the valve train above.. which you will need to do (stiffer valve springs).. Boring the block for some low compression pistons isn't that expensive.. you can use audi 1.8T pistons with some modification... you dont need uprated rods for this power level..

Edited by Stu
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Whys that tez it looks ok to me unless there's something hidden that you can see of??

Just go to a scrappy and look for a Garrett T25 or T3, you're allowed a tiny amount of up and down, no side to side though.

you mean no in and out :thumb:

Side to side, in or out, i always think as if i've got the shaft in my hands and going from side to side.

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Whys that tez it looks ok to me unless there's something hidden that you can see of??

Just go to a scrappy and look for a Garrett T25 or T3, you're allowed a tiny amount of up and down, no side to side though.

you mean no in and out :thumb:

Side to side, in or out, i always think as if i've got the shaft in my hands and going from side to side.

small amount of radial play permitted but should have no axial play just to clear up any confusion :thumb:

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